F1 2013: The last of the V8’s

In a sport where speed, skill and superior technological prowess reign supreme, the challenge of squeezing every last ounce of performance from increasingly restricted resources is one that defines Formula 1 engineers as the best of the best. Of course, walking hand-in-hand with this endless quest for automotive perfection is an inherent goal to entertain; to provide the unique spectacle that feeds the thirst of motorsport aficionados the world over.

With these intertwined factors of peak importance, it comes as little surprise that fundamental changes within the sport are frequently met with scepticism as all parties concerned seek the ultimate in performance and entertainment.

When the 2006 season got underway in the searing heat of Bahrain, both paddock and spectators alike waited with baited breath as a much-debated topic finally came to a head; what effect would the switch from the spectacular scream of V10 units to the smaller, quieter, more efficient V8 packages have on our beloved sport?

As we head into the fresh battlefield of 2013, the same question is once again at the forefront of many minds as Formula 1 prepares to enter a new era with the introduction of 1.6 litre V6 power plants at the end of the year. So, are critics right to be concerned by this new dawn? On the evidence of the past seven seasons, there is plenty to suggest that this overhaul could provide yet more intrigue from a variety of perspectives.

On paper, the V8 era would inevitably generate mixed reactions from the mechanical purist. The more nostalgic would highlight the golden age of the all-conquering DFV engine, which dominated the grid from the late 60’s right through to the early 80’s taking 155 wins from 262 races between 1967 and 1985. By contrast, some would view a switch to what would theoretically be a more restricted format as a backwards step in the pursuit of absolute performance. In either case, it takes merely a brief glance through the archives of recent seasons to note the V8’s influence on what may arguably have been some of the most thrilling championship battles of the modern age.
Since the introduction of mandatory V8 power in 2006, five different Driver’s World Champions have emerged from as many manufacturers, with three engine suppliers among them. As if that weren’t enough, five out of the seven Driver’s Championship battles have been decided at the final race of the season, including unforgettable nail-biters in Brazil [2007] and Abu Dhabi [2010] where any one of three and four men respectively could have conceivably clinched the title.

Beyond the points table there have been further positives to take. Although the engine architecture and capacity has remained the same since its inaugural appearance during the 2006 season – when development was free and units were required to last two race weekends – the V8 has operated under a wide variety of regulations; each leading to significant technological advances.

With engine homologation introduced for 2007 continuing right through to this final fling for the V8, each subsequent engine iteration produced by the various suppliers has forced designers and engineers to painstakingly glean incremental but significant improvements from what has been effectively the same piece of hardware.

Combine this with the regulation changes of 2009 which limited each driver to a pool of eight engines for the entire season and the introduction of KERS that same year and the V8 has made substantial strides in terms of both engine efficiency and reliability, which are filtering down into the wider automotive industry as a whole.

What significance the end of this period may hold for the future of the sport remains to be seen. Changes to regulatory formats throughout the years have brought the demise and re-instatement of various engine platforms – including the V8 itself – so to condemn this era to the annals of Formula 1 history could potentially be somewhat premature; particularly given the positive impact this most recent incarnation has had on the industry as a whole.

Many people assume that the engines are similar since the specification has been frozen for many years, however they are all very different as the specifications were frozen at a point in time where the V8 concept was relatively immature. The technical regulations are strict and there are some common characteristics including the bore size and rpm limit, but there are many thousands of design decisions that are not fixed in the regulations. Perhaps it is not obvious but, in an unfrozen environment there is more opportunity to converge on common solutions between engine suppliers. The engine contribution to car performance is just as important now under a frozen set of rules; even if frozen in performance, the impact on the car remains as important as it ever has been.

The engines can produce over 750bhp and the top speed of the car is over 330kph – not far off the cruising speed of a light private aircraft. Acceleration from 0 – 60kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do 0 to 100 km/h (62 mph) in 2.5 seconds, 0 to 200 km/h (124 mph) in 5.1 seconds and 0 to 300 km/h (186 mph) in 12.0 seconds, dependent on aerodynamic setup and gearing. This is notwithstanding a weight of just 95kg, less than the weight of a slightly overweight man. The heat produced by the engine is also such that the exhausts of the Renault RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is between 700°C and 1,200°C!

But how do these engines compare, no driver experienced them all and those that have experience a selection rarely comment on the differences but at the start of the 2012 season the then Williams technical director Mark Gillan revealed his drivers feedback.

“The initial feedback on the engine from Pastor Maldonado was very much positive even on the installation lap which is very unusual. Indeed it is incredibly unusual for the driver to get out the car and comment on the improvement he felt straight away.” The installation of the engine into the car has also opened up some design scope according to Gillan. ”The Renault engine differs in a number of ways to the Cosworth, it has opened up a lot more flexibility in terms of mapping and it allows us to run a lot hotter with the water and oil which an aerodynamic point of view it is much better. Now we can close up the bodywork a bit. The RS27 also has less degradation with mileage in terms of the engine life. At the end of the season when they try to preserve agents that makes a big difference.”

Seven engines were built to the 2.4 litre rulebook, Honda, Toyota, Renault, BMW, Ferrari, Cosworth and Mercedes but not all of them lasted the duration of the rules. Over the following pages we take a look at each of them.

In part 2 we look at all of the V8 engines starting with the Honda

Undelivered promises from the East

Sam Collins has worked for Racecar Engineering for more than a decade. His passion for racing began during his work experience in the loom shop of Williams F1 aged 16 and he has been involved in the sport ever since. Sam attended Oxford Brookes University to study Automotive Engineering and has written for many publications since, including Motorsport News and Autosport. He is Associate Editor of Racecar Engineering

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